CN115288499B - Station structure of rapid transit system - Google Patents
Station structure of rapid transit system Download PDFInfo
- Publication number
- CN115288499B CN115288499B CN202210945887.6A CN202210945887A CN115288499B CN 115288499 B CN115288499 B CN 115288499B CN 202210945887 A CN202210945887 A CN 202210945887A CN 115288499 B CN115288499 B CN 115288499B
- Authority
- CN
- China
- Prior art keywords
- passenger
- passage
- passenger carrying
- entrance
- carrying passage
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- E—FIXED CONSTRUCTIONS
- E04—BUILDING
- E04H—BUILDINGS OR LIKE STRUCTURES FOR PARTICULAR PURPOSES; SWIMMING OR SPLASH BATHS OR POOLS; MASTS; FENCING; TENTS OR CANOPIES, IN GENERAL
- E04H6/00—Buildings for parking cars, rolling-stock, aircraft, vessels or like vehicles, e.g. garages
- E04H6/08—Garages for many vehicles
- E04H6/10—Garages for many vehicles without mechanical means for shifting or lifting vehicles, e.g. with helically-arranged fixed ramps, with movable ramps
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
Abstract
The invention relates to a station structure of a rapid transit system, which comprises a station layer, wherein the station layer comprises a passenger carrying area, the passenger carrying area comprises a first passenger carrying passage and a second passenger carrying passage which are longitudinally arranged along the station layer, the first passenger carrying passage and the second passenger carrying passage are transversely distributed along the station layer, the inlet end of the first passenger carrying passage is connected with an inlet, the outlet end of the second passenger carrying passage is connected with an outlet, a plurality of berths are longitudinally arranged between the first passenger carrying passage and the second passenger carrying passage along the station layer at intervals, the inlet end of each berth is connected with the side surface of the first passenger carrying passage, the outlet end of each berth is connected with the side surface of the second passenger carrying passage, and a passenger carrying platform communicated with the corresponding berths is arranged between the first passenger carrying passage and the second passenger carrying passage. The vehicle does not need to travel reversely after carrying passengers at the berth, and the vehicle can not interfere other vehicles entering the berth when driving away from the berth, so that the vehicle runs smoothly, and the running efficiency of the system is greatly improved. And moreover, the mild circular curve can be reduced, the construction difficulty is lower, and the construction period is shorter.
Description
Technical Field
The invention relates to the technical field of rapid transit systems, in particular to a station structure of a rapid transit system.
Background
Personal rapid transit is an automated mass transit system consisting of small vehicles and their exclusive road rights, and is referred to overseas as Personal Rapid Transit (PRT for short). PRT is commonly used as a passenger transportation line between airports and wharfs, a transportation line between a large city and a satellite city, and also can be used as a transportation trunk line of a sightseeing tour of urban landscapes. The PRT vehicle adopts an unmanned system, and each vehicle can carry 4-6 persons, so as to provide point-to-point private traffic service for passengers.
The station is an important component of the PRT system, is a building body with the deepest visual feeling of passengers, and the design quality of the station directly influences the operation efficiency of the PRT system and the use feeling of the passengers. There are three types of parking for PRT vehicles, namely parallel, diagonal and vertical. The parallel arrangement can cause the problems of excessively long and narrow stations, long running distance of passengers, difficult station site selection and the like; the vertical arrangement not only makes the station hall difficult to arrange and the passengers are not friendly up and down, but also causes the channel adjacent to the berth to be too wide, which is not beneficial to the connection of the line, so that most station forms adopt a diagonal type in the existing station design. After passengers get on the conventional inclined train type station, the vehicles need to travel reversely for a certain distance, and travel away from the passenger carrying area after exiting from the berth, so that the system operation efficiency is low, and the parking of the previous berth is influenced. To this end, british patent US7681505 discloses a personal rapid transit system station design, optimizes the berth area on the basis of conventional inclined columns, adopts a moderation circle curve to connect adjacent berths, realizes that the vehicle can directly drive away from the berth area after carrying passengers without reverse driving, and this scheme can improve the system operation efficiency to a certain extent, but when the vehicle in the next berth drives away from the berth, the vehicle in the last berth can be interfered into the berth, which results in unsmooth flow, and the berth needs to adopt a large number of moderation curves, and the adoption of a large number of moderation circle curves also greatly increases the construction difficulty and increases the construction period.
Disclosure of Invention
The invention aims at: according to the personal rapid transit system station design in the prior art, the berth area is optimized on the basis of a conventional inclined column, the adjacent berths are connected by adopting a moderation circular curve, so that the vehicle can directly leave the berth area after carrying passengers without reversely traveling, the scheme can improve the system operation efficiency to a certain extent, but when the vehicle at the next berth leaves the berth, the vehicle at the last berth enters the berth to interfere, so that the flow is unsmooth, a large number of moderation curves are needed for the berth, and the problems of greatly increasing the construction difficulty and the construction period due to the adoption of a large number of moderation circular curves are solved.
In order to achieve the above purpose, the technical scheme adopted by the invention is as follows:
the station structure of the rapid transit system comprises a station layer, wherein the station layer comprises a passenger carrying area, the passenger carrying area comprises a first passenger carrying passage and a second passenger carrying passage which are longitudinally arranged along the station layer, the first passenger carrying passage and the second passenger carrying passage are transversely distributed along the station layer, the inlet end of the first passenger carrying passage is connected with an inlet, the outlet end of the second passenger carrying passage is connected with an outlet, a plurality of berths are longitudinally arranged between the first passenger carrying passage and the second passenger carrying passage along the station layer at intervals, the berth inlet end is connected with the side surface of the first passenger carrying passage, the outlet end is connected with the side surface of the second passenger carrying passage, the passenger carrying platform is communicated with the berth corresponding to the first passenger carrying passage and the second passenger carrying passage, passengers can get to the berth corresponding to the berth through the passenger carrying platform, a curve angle is arranged at the joint between the first passenger carrying passage and the berth and between the second passenger carrying passage and the berth respectively, the radius of the curve angle is larger than or equal to the minimum turning radius of a vehicle, the vehicle can enter the first passenger carrying passage from the entrance, the vehicle can enter the berth from the first passenger carrying passage, the vehicle can enter the second passenger carrying passage from the berth, and the vehicle can reach the exit from the exit end of the second passenger carrying passage.
The station structure of this scheme also has platform layer and station hall layer, and the passenger can get into the passenger carrying platform waiting of the passenger carrying district of platform layer through the station hall layer.
In the scheme, the first passenger carrying passage and the second passenger carrying passage are arranged along the longitudinal direction of the platform layer, the number of berths is set according to the requirements, the berths and the passenger carrying platforms are arranged between the first passenger carrying passage and the second passenger carrying passage, the berths are arranged at intervals along the longitudinal direction of the platform layer, the passenger carrying platforms and the berths are distributed along the longitudinal direction of the platform layer as far as possible, the space between the first passenger carrying passage and the second passenger carrying passage can be reduced, and the transverse occupied area of the platform layer is reduced; the passenger carrying platforms are required to be convenient for passengers to wait and get on or off, so the passenger carrying platforms can be arranged between the gaps of two adjacent berths, and thus, one passenger carrying platform can realize the getting on or off of two berths and can also be arranged close to one berth, so that each passenger carrying platform can correspond to the waiting and getting on or off of one berth.
In this scheme, first passenger passageway and second passenger passageway are between the two through a plurality of berths intercommunication respectively to set up the bend angle that can supply the vehicle to turn to pass through in the department of intercommunication, make the vehicle can get into from the entry after first passenger passageway advances the end, get into behind the corresponding berth, wait for the passenger to get on the bus, then get into second passenger passageway, get into by second passenger passageway exit end arrival after the export, under this kind of circumstances, can directly leave the berth through second passenger passageway after the vehicle carries the passenger, need not to travel in the opposite direction, can not cause the interference to other vehicles entering berths when the vehicle is driven off the berth moreover, make the vehicle operation smooth, can greatly improve system operating efficiency. In addition, the vehicle can directly leave the berth area through the second passenger carrying passage after carrying passengers, and the vehicle does not need to leave through the first passenger carrying passage, so that the moderation circular curve can be reduced, the construction difficulty is lower, and the construction period is shorter.
Preferably, the first passenger carrying passage and the second passenger carrying passage are arranged in parallel and are arranged in a linear mode, and an included angle between the berth and the inlet end of the first passenger carrying passage is an obtuse angle.
The first passenger carrying passage and the second passenger carrying passage are arranged in parallel and are arranged in a linear mode, the transverse occupied size of the first passenger carrying passage and the second passenger carrying passage on the platform layer can be reduced, and the vehicle can run more stably and safely in the first passenger carrying passage and the second passenger carrying passage. The included angle between the berth and the entrance end of the first passenger carrying passage is an obtuse angle, so that the design size of the junction of the berth and the first passenger carrying passage and the second passenger carrying passage can be reduced, the occupied area is reduced, vehicles can enter the berth from the first passenger carrying passage more easily, vehicles can enter the second passenger carrying passage from the berth more easily, the vehicles can turn smoothly, and the system operation efficiency can be greatly improved.
Preferably, the passenger carrying platform is in a leaf shape or an oval shape, two ends of the passenger carrying platform are small and middle is large, two ends of the passenger carrying platform are respectively connected with the first passenger carrying passage and the second passenger carrying passage, the passenger carrying platform is obliquely arranged between the first passenger carrying passage and the second passenger carrying passage, one end, close to the outlet, of the passenger carrying platform is adjacent to the inlet end corresponding to the berth, and one end, close to the inlet, of the passenger carrying platform is adjacent to the outlet end corresponding to the berth.
The passenger carrying platform can correspond to the berth through the end part, so that passengers can conveniently wait and get on or off the vehicle. By adopting the shape setting and the position setting of the passenger carrying platform, the passenger carrying platform can be better adapted to the situation that a vehicle enters a berth, parks at the berth, is convenient for passengers to get on the vehicle from the passenger carrying platform, is convenient for the vehicle to leave the berth, and can greatly improve the running efficiency and the running safety of the system.
Preferably, the first passenger passage has an exit end from which the vehicle can reach the exit, the second passenger passage has an entrance end from which the vehicle can reach the entrance end of the second passenger passage into the second passenger passage;
the entrance is aligned with the first passenger passage, the exit is aligned with the second passenger passage, the entrance end of the first passenger passage is longitudinally closer to the entrance at the platform layer than the entrance end of the second passenger passage, the exit end of the second passenger passage is longitudinally closer to the exit at the platform layer than the exit end of the first passenger passage, the exit end of the first passenger passage is connected with the exit through a first arc-shaped connecting section, the arc of the first arc-shaped connecting section is far away from the second passenger passage, the entrance end of the second passenger passage is connected with the second arc-shaped connecting section, and the arc of the second arc-shaped connecting section is far away from the first arc-shaped connecting section.
In this scheme, the outgoing end and the incoming end are opposite ends. Through the arrangement, the vehicle can enter the entrance end of the first passenger carrying passage from the entrance and leave after reaching the exit from the exit end of the first passenger carrying passage; the vehicle can enter the entrance end of the second passenger carrying passage from the entrance and leave after reaching the exit from the exit end of the second passenger carrying passage, a direct leaving route is provided for the vehicle, and the vehicle is convenient to dispatch. And the vehicle can reach the export through the exit end of first passenger passageway through first arc linkage segment, the vehicle can get into the entry end of second arc linkage segment through the second arc linkage segment from the entry for first arc linkage segment, first passenger passageway, second arc linkage segment and second passenger passageway form a class parallelogram, make the vehicle can get into first passenger passageway from entry straight line, the vehicle can be driven away from second passenger passageway straight line the export, make the vehicle enter and go out more steadily and safety. And it is convenient for carry the slant of passenger platform and berth and arrange for the planar space utilization is higher, can reduce area.
Preferably, the vehicle-mounted passenger car comprises a first passenger carrying passage, a first passenger carrying passage and a second passenger carrying passage, and is characterized by further comprising a preparation area, wherein the preparation area comprises a preparation passage and a preparation platform, the vehicle can enter the inlet end of the preparation passage after entering from the inlet, then the vehicle can enter the inlet end of the first passenger carrying passage from the outlet end of the preparation passage, a plurality of chargers are arranged on the preparation platform along the preparation passage at intervals, and the chargers are used for charging the vehicle.
The vehicle can enter the preparation area for routine maintenance and charging; after the vehicle is finished, the vehicle can enter a passenger carrying area to get on passengers.
Preferably, the adjacent side of the passenger carrying area is provided with a crossing area, the crossing area is provided with a crossing channel, the inlet end of the crossing channel is connected with the inlet, the outlet end of the crossing channel is connected with the outlet, and the vehicle can reach the outlet from the inlet through the crossing channel.
The crossing area and the passenger carrying area are mutually independent, and when the vehicle has no passenger carrying requirement, the vehicle can directly drive away from the platform and does not interfere with the passenger carrying area.
Preferably, the bypass area and the preparation area are located at two sides of the passenger area, the outlet end of the bypass channel is connected with the inlet end of the preparation channel, and the vehicle can enter the preparation channel from the outlet end of the bypass channel.
When the vehicle has no passenger carrying requirement, the vehicle can directly drive off the platform or enter the preparation area for maintenance and protection, and the maintenance and the passenger carrying area are not interfered with each other. And the bypass area and the preparation area are arranged on two sides of the passenger area, so that the bypass channel and the preparation channel can be better arranged, the transverse occupied area of the platform layer can be reduced, and the occupied area is reduced.
Preferably, when the entrance end of the second passenger carrying passage is connected with the entrance through the second arc-shaped connecting section, the bypass passage is close to the second passenger carrying passage, and the entrance end of the bypass passage is connected with the entrance after converging with the entrance end of the second passenger carrying passage, so that the connection road between the entrance and the entrance end of the bypass passage and the connection road between the entrance and the entrance end of the second passenger carrying passage are prevented from being separately arranged, the construction of roads can be reduced, and more occupied space due to the dislocation of the bend can be avoided.
Preferably, the going-through channel comprises a first going-through arc segment, a second going-through straight line segment and a third going-through arc segment which are sequentially arranged; the second going straight line segment is arranged in parallel with the second passenger carrying passage and is adjacently arranged, and the arcs of the first going arc segment and the third going arc segment are far away from the second passenger carrying passage;
the first standby arc section, the second standby straight line section and the third standby arc section are sequentially arranged, the second standby straight line section and the first passenger carrying passage are arranged in parallel and adjacently, and the arcs of the first standby arc section and the third standby arc section are far away from the first passenger carrying passage;
the third bypass arc section outlet end, the second passenger carrying passage outlet end and the first standby arc section inlet end are converged, the first bypass arc section inlet end is converged with the second passenger carrying passage inlet end, and the third standby arc section outlet end is converged with the first passenger carrying passage inlet end.
By adopting the setting mode, the design of the curve can be reduced by setting the junction and the straight line segment, so that the construction difficulty is lower, and the occupied area can be reduced.
Preferably, the preparation platform is located between the preparation channel and the first passenger passage, which can reduce occupation of land and make the integrity of the platform layer stronger.
In summary, due to the adoption of the technical scheme, the beneficial effects of the invention are as follows:
1. according to the station structure of the rapid transit system, a vehicle can enter the first passenger carrying passage from the entrance and then enter the corresponding berth, wait for passengers to get on the vehicle, then enter the second passenger carrying passage, and leave the vehicle after reaching the exit from the exit end of the second passenger carrying passage. Besides, the vehicle can directly drive away from the berth area through the second passenger carrying passage after carrying passengers, and the vehicle does not need to leave through the first passenger carrying passage, so that the moderation circular curve can be reduced, the construction difficulty is lower, and the construction period is shorter.
2. The preparation area has certain parking and maintenance functions, can temporarily park and charge redundant vehicles, and improves the passenger carrying efficiency of the station.
3. The passenger carrying areas of the going-through areas are mutually independent, and when the vehicle does not have a passenger carrying requirement, the vehicle can directly drive away from the platform or enter the preparation area for maintenance, and the passenger carrying areas are not interfered with each other.
Drawings
FIG. 1 is a schematic plan view of a platform floor of a station structure of the rapid transit system of embodiment 1;
FIG. 2 is a schematic plan view of a platform floor of the station structure of the rapid transit system of example 1;
FIG. 3 is a schematic plan view of a platform floor of a station structure of the rapid transit system described in example 1;
FIG. 4 is a schematic plan view of a platform floor of a station structure of the rapid transit system of example 2;
FIG. 5 is a schematic plan view of a platform floor of a station structure of the rapid transit system described in embodiment 2;
FIG. 6 is a schematic plan view of a platform floor of a station structure of the rapid transit system described in example 3;
FIG. 7 is a schematic view of a vehicle in accordance with example 3 in parking in a passenger compartment;
fig. 8 is a schematic plan view of a hall floor of a station structure of the rapid transit system described in embodiments 1 to 3.
Icon: 1-ticket checking area; 2-a pay zone; 3-a override zone; 31-a first arc of travel segment; 32-a second straight line segment; 33-a third arc of travel segment; 4-passenger area; 41-a first arcuate connecting section; 42-a second arcuate connecting section; 5-a preparation area; 51-a first preparation arc segment; 52-second preparation of straight line segments; 53-third preparation of the arc-shaped section; 6-inlet; 7-outlet; 8-self-service ticket vending machine; 9-gate; 10-lifting elevator; 11-berth; 12-a passenger carrying platform; 13-charging machine; 14-a first passenger passage; 15-a second passenger passage; 16-vehicle.
Detailed Description
The present invention will be described in detail with reference to the accompanying drawings.
The present invention will be described in further detail with reference to the drawings and examples, in order to make the objects, technical solutions and advantages of the present invention more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.
Example 1
The present embodiment provides a station structure of a rapid transit system, referring to fig. 1, the station structure comprises a station layer, the station layer comprises a passenger carrying area 4, the passenger carrying area 4 comprises a first passenger carrying passage 14 and a second passenger carrying passage 15 longitudinally arranged along the station layer, the first passenger carrying passage 14 and the second passenger carrying passage 15 are transversely distributed along the station layer, the entrance 6 is connected to the entrance end of the first passenger carrying passage 14, the exit end of the second passenger carrying passage 15 is connected to an exit 7, a plurality of berths 11 are longitudinally arranged between the first passenger carrying passage 14 and the second passenger carrying passage 15 along the station layer, the entrance end of the berths 11 is connected to the side surface of the first passenger carrying passage 14, the exit end of the passenger carrying passage is connected to the side surface of the second passenger carrying passage 15, a passenger platform 12 corresponding to the berths 11 is further arranged between the first passenger carrying passage 14 and the second passenger carrying passage 15, the passenger carrying passage 14 can reach the corresponding to the entrance 6 through the passenger carrying passage 12, the vehicle 16 can enter the first passenger carrying passage 16 from the first berths 16 to the entrance end of the passenger carrying passage 11, the vehicle 16 can enter the second passenger carrying passage 11 from the first berths 16 to the entrance 16, and the vehicle 16 can enter the second berths from the entrance 11 from the first passenger carrying passage 11, and the vehicle entrance is equal to the vehicle entrance 16 is provided with the vehicle entrance radius of the passenger carrying passage 11.
As shown in fig. 1 and 8, the station structure of the present embodiment also has a platform floor and a hall floor, wherein the platform floor is generally located directly above the hall floor, and passengers can enter the passenger carrying platform 12 of the passenger carrying area 4 of the platform floor through the hall floor to wait. As shown in fig. 8, the left and right sides of the hall layer are respectively provided with a ticket checking area 1, a self-service ticket vending machine 8 is arranged in the ticket checking area 1, a payment area 2 is arranged between the ticket checking areas 1 at the two sides, and the ticket checking area 1 passes through a gate 9 between the ticket checking area 1 and the payment area 2. The pay zone 2 has a plurality of elevators 10 inside, some elevators 10 corresponding to elevators 10 in the passenger deck 12 in fig. 1, and some elevators 10 corresponding to elevators 10 in other zones, such as elevators 10 corresponding to the staging zone 5.
In this embodiment, the first passenger passage 14 and the second passenger passage 15 are both disposed along the longitudinal direction of the platform layer, and the left-right direction of fig. 1-8 is longitudinal, and the up-down direction is transverse. The number of the berths 11 is set according to the requirement, the berths 11 and the passenger carrying platforms 12 are both positioned between the first passenger carrying passage 14 and the second passenger carrying passage 15, the berths 11 are longitudinally and alternately arranged along the platform layer, the passenger carrying platforms 12 and the berths 11 are longitudinally arranged along the platform layer as far as possible, the space between the first passenger carrying passage 14 and the second passenger carrying passage 15 can be reduced, and as shown in fig. 1-3, the transverse occupied area of the platform layer can be reduced; and the passenger carrying platform 12 needs to be convenient for passengers to wait and get on or off, so the passenger carrying platform 12 can be arranged between the gaps of two adjacent berths 11, thus one passenger carrying platform 12 can realize getting on or off of two berths 11, as shown in fig. 1, four berths 11 and two passenger carrying platforms 12 are arranged in total, the passenger carrying platform 12 is provided with a lift elevator 10, passengers can get on or off the passenger carrying platform 12 from a standing room layer, the passengers can select the berths 11 on two sides on the passenger carrying platform 12 to wait, in this case, the vehicles 16 with different side doors are required to be arranged, and the vehicles 16 need to select the corresponding berths 11. The other similar passenger platform 12 locations in fig. 1 where the elevator 10 is not located may be simply bordered by a curb to provide unmanned guidance to the vehicle 16.
Of course, the passenger carrying platforms 12 may be disposed near one berth 11, i.e. as shown in fig. 2, where two sides of each berth 11 are provided with passenger carrying platforms 12, so that each passenger carrying platform 12 can correspond to a waiting and getting on/off of one berth 11, and of course, according to circumstances, doors may be disposed on two sides of the vehicle 16, so that a passenger can enter the vehicles 16 of two adjacent berths 11 on the passenger carrying platforms 12 according to circumstances, and can select two adjacent passenger carrying platforms 12 to get off according to circumstances. The above manner is merely an example of the arrangement of the berths 11 and the passenger carrying platforms 12, and can be adjusted according to actual requirements.
The inlet end and the outlet end of a certain channel described in the scheme are opposite and are positioned at two ends of the channel. In this embodiment, the first passenger passage 14 may have only an entrance end and no exit end; the second passenger conveyor 15 may have only an exit end and no entrance end. In fig. 1-7, the first passenger passage 14 and the second passenger passage 15 are shown to have an entrance end and an exit end, the left end is the exit end, the right end is the entrance end, and the positions of the upper side and the lower side of the first passenger passage 14 and the second passenger passage 15 can be changed. The exit end of the first passenger carrying passage 14 is connected with the outlet 7 through a first arc-shaped connecting section 41, the arc of the first arc-shaped connecting section 41 is far away from the second passenger carrying passage 15, the entrance end of the second passenger carrying passage 15 is connected with the inlet 6 through a second arc-shaped connecting section 42, and the arc of the second arc-shaped connecting section 42 is far away from the first arc-shaped connecting section 41. The vehicle 16 can reach the exit 7 from the exit end of the first passenger carrying passage 14 through the first arc-shaped connecting section 41, and the first arc-shaped connecting section 41 can meet the minimum turning radius of the vehicle 16, namely, the vehicle 16 can leave from the entrance 6 after entering the entrance end of the first passenger carrying passage 14 and after reaching the exit 7 from the exit end of the first passenger carrying passage 14; the vehicle 16 can reach the entrance end of the second passenger carrying passage 15 from the entrance 6 through the second arc-shaped connecting section 42 to enter the second passenger carrying passage 15, and the second arc-shaped connecting section 42 can meet the minimum turning radius of the vehicle 16, that is, the vehicle 16 can leave after entering the entrance end of the second passenger carrying passage 15 from the entrance 6 and after reaching the exit 7 from the exit end of the second passenger carrying passage 15, a direct leaving route is provided for the vehicle 16, so that the vehicle 16 can be conveniently dispatched, as shown in fig. 1-2.
As shown in fig. 3, a berth 11 may also be provided in the first arc-shaped connecting section 41 and the second arc-shaped connecting section 42, for implementing a passenger parking function.
In this embodiment, the first passenger carrying passage 14 and the second passenger carrying passage 15 are respectively communicated through a plurality of berths 11, and a bend angle through which the vehicle 16 can turn is arranged at the communication position, so that the vehicle 16 can enter the entry end of the first passenger carrying passage 14 from the entrance 6, wait for passengers to get on the vehicle after entering the corresponding berths 11, then enter the second passenger carrying passage 15, and leave the vehicle after the exit end of the second passenger carrying passage 15 reaches the exit 7, in this case, the vehicle 16 can directly leave the berths 11 through the second passenger carrying passage 15 after carrying the passengers, no reverse driving is required, and no interference is caused to the other vehicles 16 entering the berths 11 when the vehicle 16 leaves the berths 11, so that the vehicle 16 runs smoothly, and the system running efficiency can be greatly improved. In addition, the vehicle 16 can directly drive away from the berth 11 area through the second passenger carrying passage 15 after carrying passengers, and does not need to leave through the first passenger carrying passage 14, so that the moderation circular curve can be reduced, the construction difficulty is lower, and the construction period is shorter.
As shown in fig. 1 to 7, in a preferred implementation manner, the first passenger passage 14 and the second passenger passage 15 are arranged in parallel and in a linear manner, so that the transverse occupation size of the first passenger passage 14 and the second passenger passage 15 on the platform layer can be reduced, and the vehicle 16 can run more stably and safely on the first passenger passage 14 and the second passenger passage 15. The included angle between the berth 11 and the entrance end of the first passenger carrying passage 14 is an obtuse angle, so that the design size of the junction between the berth 11 and the first passenger carrying passage 14 and the second passenger carrying passage 15 can be reduced, the occupied area is reduced, the vehicle 16 can enter the berth 11 from the first passenger carrying passage 14 more easily, the vehicle 16 can enter the second passenger carrying passage 15 from the berth 11 more easily, the vehicle 16 turns smoothly, and the system operation efficiency can be greatly improved.
In this embodiment, the shape of the passenger carrying platform 12 may be selected according to the passage of the berth 11, and may be a regular or irregular structure, and for convenience of construction, a regular structure is generally adopted. When the first passenger passage 14 and the second passenger passage 15 are disposed in parallel and are disposed in a linear manner, the passenger platform 12 is suitably in a leaf shape or an oval shape, as shown in fig. 1 and 6, the passenger platform 12 in fig. 1 is in a leaf shape, and the passenger platform 12 in fig. 6 is in an oval shape. The two ends of the passenger carrying platform 12 are small and large, the two ends of the passenger carrying platform 12 are respectively connected with the first passenger carrying passage 14 and the second passenger carrying passage 15, the passenger carrying platform 12 is obliquely arranged between the first passenger carrying passage 14 and the second passenger carrying passage 15 and is suitable for oblique arrangement of the berth 11, one end, close to the exit 7, of the passenger carrying platform 12 is adjacent to the entrance end corresponding to the berth 11, one end, close to the entrance 6, of the passenger carrying platform 12 is adjacent to the exit end corresponding to the berth 11, the passenger carrying platform 12 can correspond to the berth 11 through the end portions, and certain intervals, such as about 300mm, are reserved between two sides of the berth 11 and the corresponding passenger carrying platform 12, so that the passenger can be better adapted to enter the berth 11, park the passenger on the passenger carrying platform 12, and the passenger can conveniently leave the berth 11 from the passenger carrying platform 12, and the passenger carrying 16 can greatly improve the system operation efficiency and the operation safety. Of course, a rhombic structure may be adopted, and the rhombic structure has an edge, so that the running speed of the vehicle 16 needs to be slower in order to ensure the running safety, and the width of the passageway formed by the berth 11, which connects the first passenger carrying passage 14 and the second passenger carrying passage 15, needs to be larger, that is, the reserved space between two sides of the berth 11 and the corresponding passenger carrying platform 12 needs to be larger.
In this embodiment, the entrance 6 may be aligned with a portion between the first passenger passage 14 and the second passenger passage 15, and the exit 7 may be aligned with a portion between the first passenger passage 14 and the second passenger passage 15, so that communication is achieved through a curve. As a preferred embodiment, as shown in fig. 1-7, the entrance 6 is aligned with the first passenger passage 14, the exit 7 is aligned with the second passenger passage 15, such that vehicles 16 can enter the first passenger passage 14 straight from the entrance 6, and vehicles 16 can travel straight from the second passenger passage 15 away from the exit 7, such that the entry and exit of vehicles 16 is smoother and safer. The entrance end of the first passenger passage 14 is longitudinally closer to the entrance 6 than the entrance end of the second passenger passage 15 at the platform layer, the exit end of the second passenger passage 15 is longitudinally closer to the exit 7 than the exit end of the first passenger passage 14 at the platform layer, the exit end of the first passenger passage 14 is connected with the exit 7 through a first arc-shaped connecting section 41, the arc of the first arc-shaped connecting section 41 is far away from the second passenger passage 15, the entrance end of the second passenger passage 15 is connected with the entrance 6 through a second arc-shaped connecting section 42, the arc of the second arc-shaped connecting section 42 is far away from the first arc-shaped connecting section 41, so that the first arc-shaped connecting section 41, the first passenger passage 14, the second arc-shaped connecting section 42 and the second passenger passage 15 form a parallelogram, the first arc-shaped connecting section 41 and the second arc-shaped connecting section 42 correspond to oblique sides, the vehicle 16 is required to meet the minimum radius of turning, the passenger passage 11 can be conveniently arranged, and the parking space occupation ratio of the vehicle is reduced, and the parking space occupation area is reduced, and the parking space occupation is reduced.
Example 2
The present embodiment provides a station structure of a rapid transit system, on the basis of embodiment 1, an override area 3 is further provided, referring to fig. 4 or 5, an override area 3 is provided on a neighboring side of the passenger carrying area 4, the override area 3 has an override channel, an inlet end of the override channel is connected with the inlet 6, an outlet end of the override channel is connected with the outlet 7, and the vehicle 16 can reach the outlet 7 from the inlet 6 through the override channel, wherein the override channel can be provided on an upper side or a lower side of the passenger carrying area 4, and a position is not limited. The travel zone 3 and the passenger carrying zone 4 are independent of each other, and can be directly driven off the platform when the vehicle 16 has no passenger carrying requirement, and do not interfere with the passenger carrying zone 4.
As shown in fig. 4 or 5, the right end of the going-through channel is the inlet end, and the left end is the outlet end. In this embodiment, the entrance end of the bypass passage and the entrance end of the second passenger carrying passage 15 are joined and then connected to the entrance 6, so that the connection road between the entrance 6 and the entrance end of the bypass passage and the connection road between the entrance 6 and the entrance end of the second passenger carrying passage 15 are prevented from being separately set, the construction of the road can be reduced, and more occupied space due to the dislocation of the bend can be avoided. Specifically, the bypass passage includes a first bypass arc segment 31, a second bypass straight line segment 32, and a third bypass arc segment 33 that are sequentially arranged; the second bypass straight line segment 32 is disposed parallel to and adjacent to the second passenger carrying passage 15, and the arcs of the first bypass arc segment 31 and the third bypass arc segment 33 are both far away from the second passenger carrying passage 15; the third going arc section 33 goes out the end the second passenger carrying passageway 15 goes out the end and merges, first going arc section 31 advances the end with the second passenger carrying passageway 15 advances the end and merges, through setting up meeting point and straightway and to the overall arrangement of bend, can reduce the design of bend for the construction degree of difficulty is lower, and can reduce occupation of land.
When the bypass area 3 is adopted, the berth 11 cannot be arranged in the second arc-shaped connecting section 42 connected between the inlet end of the second passenger carrying passage 15 and the inlet 6, so that the work of the bypass area 3 is prevented from being interfered, as shown in fig. 4-5. Of course, whether the berth 11 is set or not may be selected according to the actual situation in the first arc-shaped connecting section 41 connected between the exit end of the first passenger carrying passage 14 and the exit 7.
Example 3
The present embodiment provides a station structure of a rapid transit system, on the basis of embodiment 1, as shown in fig. 6-7, the station structure further includes a service area 5, the service area 5 includes a service channel and a service platform, the vehicle 16 can enter the entrance end of the service channel after entering from the entrance 6, then the vehicle 16 can enter the entrance end of the first passenger conveyor channel 14 from the exit end of the service channel, a plurality of chargers 13 are arranged on the service platform along the space of the service channel, and the chargers 13 are used for charging the vehicle 16. The vehicle 16 may enter the staging area 5 for conventional maintenance and charging; the vehicle 16 may optionally enter the passenger area 4 for boarding after servicing. In this embodiment, the preparation area 5 and the going-around area 3 may be neither, one, or both. In this embodiment, the configuration in which the preparation area 5 and the traveling area 3 exist is further described, that is, the embodiment 2 is further described.
As a preferred implementation manner, the going-over area 3 and the preparation area 5 are located at two sides of the passenger area 4, the outlet end of the going-over channel is connected with the inlet end of the preparation channel, and the vehicle 16 can enter the preparation channel from the outlet end of the going-over channel. As shown in fig. 6, the right end of the going-over channel is the inlet end, and the left end is the outlet end; the left end of the preparation channel is an inlet end, and the right end is an outlet end. When the vehicle 16 has no passenger demand, the vehicle can directly travel out of the platform through the travelling channel or enter the preparation area 5 for maintenance, and the maintenance and the passenger area 4 are not interfered with each other. And the bypass area 3 and the preparation area 5 are arranged at two sides of the passenger area 4, so that the bypass channel and the preparation channel can be better arranged, the minimum turning radius of the vehicle 16 is met, the transverse occupied area of the platform layer can be reduced, and the occupied area is reduced. Of course, the traveling area 3 and the preparation area 5 may be provided on the same side of the passenger area 4, or the traveling area 3 may be provided between the passenger area 4 and the preparation area 5, or the like, without considering the influence of the layout on the floor space, so that the traveling of the vehicle 16 may be satisfied, but the floor space is larger, and the installed passage is longer.
In this embodiment, as shown in fig. 6 to 7, the bypass area 3 and the preparation area 5 are located at two sides of the passenger carrying area 4, and the bypass passage is disposed near the second passenger carrying passage 15, and a space is provided between the bypass passage and the second passenger carrying passage 15. The preparation channel is arranged close to the first passenger passage 14, and the preparation platform is arranged between the preparation channel and the first passenger passage 14, so that occupied space can be reduced, and the integrity of the platform layer is stronger. The first passenger passage way 14 and the second passenger passage way 15 are arranged in parallel, the inlet end of the first passenger passage way 14 is aligned with the inlet 6, the outlet end of the second passenger passage way 15 is aligned with the outlet 7, a passenger platform 12 inclined towards the direction of the outlet 7 and a berth 11 are adopted between the first passenger passage way 14 and the second passenger passage way 15, the outlet end of the first passenger passage way 14 is connected to the outlet 7 along the straight line direction of the second passenger passage way 15 after being intersected with the outlet end of the second passenger passage way 15 through a first arc-shaped connecting section 41, and the inlet end of the second passenger passage way 15 is connected to the inlet 6 along the straight line direction of the first passenger passage way 14 after being intersected with the inlet end of the first passenger passage way 14 through a second arc-shaped connecting section 42. And the entering end of the going-over channel and the entering end of the second passenger carrying passage 15 are converged and then connected with the entrance 6, so that the connection road between the entrance 6 and the entering end of the going-over channel and the connection road between the entrance 6 and the entering end of the second passenger carrying passage 15 are prevented from being respectively and independently arranged, the construction of roads can be reduced, and more occupied land due to the staggered arrangement of curves can be avoided.
Specifically, the bypass passage includes a first bypass arc segment 31, a second bypass straight line segment 32, and a third bypass arc segment 33 that are sequentially arranged; the second bypass straight line segment 32 is disposed parallel to and adjacent to the second passenger carrying passage 15, and the arcs of the first bypass arc segment 31 and the third bypass arc segment 33 are both far away from the second passenger carrying passage 15;
the preparation channel comprises a first preparation arc-shaped section 51, a second preparation straight-line section 52 and a third preparation arc-shaped section 53 which are sequentially arranged, the second preparation straight-line section 52 is arranged in parallel with and adjacent to the first passenger carrying passage 14, and the arcs of the first preparation arc-shaped section 51 and the third preparation arc-shaped section 53 are far away from the first passenger carrying passage 14;
the outlet end of the third arc-crossing segment 33, the outlet end of the second passenger carrying passage 15 and the inlet end of the first standby arc-shaped segment 51 are converged, the inlet end of the first arc-crossing segment 31 is converged with the inlet end of the second passenger carrying passage 15, and the outlet end of the third standby arc-shaped segment 53 is converged with the inlet end of the first passenger carrying passage 14. Through setting up meeting point and straightway and to the overall arrangement of bend, can reduce the design of bend for the construction degree of difficulty is lower, and can reduce the occupation of land.
As shown in fig. 6, the passenger area 4 includes a berth 11, a passenger platform 12, a first passenger passage 14, and a second passenger passage 15. The passenger carrying platform 12 is provided with 5 places, the berth 11 is provided with 4 places, and the passenger carrying platform 12 and the berth 11 are arranged at intervals; wherein an elevator 10 may be provided on each passenger platform 12 as shown in fig. 6-7; the elevator 10 can also be arranged on two passenger carrying platforms 12 connected with the No. 1-2 berth 11 and the No. 3-4 berth 11, passengers can arrive at the platform layer from the hall layer to wait for the bus by the elevator 10, and enter the corresponding No. 1-2 berth 11 or No. 3-4 berth 11. The upper side of the passenger carrying platform 12 is provided with a first passenger carrying passage 14, and the lower side is provided with a second passenger carrying passage 15; after entering the passenger area 4 from the entrance 6, the vehicle 16 enters from the first passenger passage 14, selects a corresponding passage to enter the berth 11, and after getting on or off, the vehicle 16 exits from the berth 11, enters the second passenger passage 15, and exits from the exit 7.
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the invention.
Claims (10)
1. The station structure of the rapid transit system comprises a station layer, and is characterized in that the station layer comprises a passenger carrying area (4), the passenger carrying area (4) comprises a first passenger carrying passage (14) and a second passenger carrying passage (15) which are longitudinally arranged along the station layer, the first passenger carrying passage (14) and the second passenger carrying passage (15) are transversely distributed along the station layer, an entrance (6) is connected at an entrance end of the first passenger carrying passage (14), an exit (7) is connected at an exit end of the second passenger carrying passage (15), a plurality of berths (11) are arranged between the first passenger carrying passage (14) and the second passenger carrying passage (15) along the longitudinal interval of the station layer, the entrance end of the berths (11) is connected with the side surface of the first passenger carrying passage (14), the exit end of the passenger carrying passage (14) is connected with the side surface of the second passenger carrying passage (15), the passenger carrying passage (14) and the second passenger carrying passage (15) are correspondingly connected with each other, the passenger carrying passage (14) and the passenger carrying passage (15) can reach a first passenger carrying passage (11) and a second passenger carrying passage (11) by a second passenger carrying passage (11) at a corner (12) respectively, the radius of the passenger carrying passage (11) is equal to a first passenger carrying passage (11) and a second passenger carrying passage (12) respectively, the vehicle (16) can enter the first passenger passage way (14) from the entrance (6), the vehicle (16) can enter the berth (11) from the first passenger passage way (14), the vehicle (16) can enter the second passenger passage way (15) from the berth (11), and the vehicle (16) can reach the exit (7) from the exit end of the second passenger passage way (15).
2. The station structure of the rapid transit system according to claim 1, wherein the first passenger passage way (14) and the second passenger passage way (15) are arranged in parallel and in a linear manner, and an included angle between the berth (11) and an entrance end of the first passenger passage way (14) is an obtuse angle.
3. The station structure of the rapid transit system according to claim 2, wherein the passenger carrying platform (12) is in a leaf shape or an oval shape, two ends of the passenger carrying platform (12) are small, and two ends of the passenger carrying platform (12) are respectively connected with the first passenger carrying passage (14) and the second passenger carrying passage (15), the passenger carrying platform (12) is obliquely arranged between the first passenger carrying passage (14) and the second passenger carrying passage (15), one end of the passenger carrying platform (12) close to the outlet (7) is adjacent to an inlet end corresponding to the berth (11), and one end of the passenger carrying platform (12) close to the inlet (6) is adjacent to an outlet end corresponding to the berth (11).
4. Station structure of a rapid transit system according to claim 2, characterized in that the first passenger lane (14) has an exit end, the vehicle (16) being able to reach the exit (7) from the exit end of the first passenger lane (14), the second passenger lane (15) having an entrance end, the vehicle (16) being able to reach the entrance end of the second passenger lane (15) from the entrance (6) into the second passenger lane (15);
the entrance (6) is aligned with the first passenger passage way (14), the exit (7) is aligned with the second passenger passage way (15), the entrance end of the first passenger passage way (14) is longitudinally closer to the entrance (6) than the entrance end of the second passenger passage way (15) at the platform layer, the exit end of the second passenger passage way (15) is longitudinally closer to the exit (7) at the platform layer than the exit end of the first passenger passage way (14), the exit end of the first passenger passage way (14) is connected with the exit (7) through a first arc-shaped connecting section (41), the arc of the first arc-shaped connecting section (41) is far away from the second passenger passage way (15), the entrance end of the second passenger passage way (15) is connected with the entrance (6) through a second arc-shaped connecting section (42), and the arc of the second arc-shaped connecting section (42) is far away from the first arc-shaped connecting section (41).
5. The rapid transit system station structure according to any one of claims 1-4, further comprising a service area (5), the service area (5) comprising a service aisle and a service platform, the vehicle (16) being able to enter the service aisle entrance from the entrance (6) and then enter the entrance of the first passenger aisle (14) from the service aisle exit, the service platform being provided with a plurality of chargers (13) at intervals along the service aisle, the chargers (13) being adapted to charge the vehicle (16).
6. The rapid transit system station structure according to claim 5, characterized in that the passenger zone (4) is provided on its adjacent side with a bypass zone (3), the bypass zone (3) having a bypass passage, the inlet end of which is connected to the inlet (6) and the outlet end of which is connected to the outlet (7), the vehicle (16) being able to reach the outlet (7) from the inlet (6) via the bypass passage.
7. The rapid transit system station structure of claim 6, wherein the off-road zone (3) and the staging zone (5) are located on both sides of the passenger zone (4), the off-road channel outlet end is connected to the staging channel inlet end, and the vehicle (16) is capable of entering the staging channel from the off-road channel outlet end.
8. The rapid transit system station structure of claim 7, wherein the bypass passage is disposed adjacent to the second passenger passage (15) when the entrance end of the second passenger passage (15) is connected to the entrance (6) by a second arcuate connecting section (42), and the entrance end of the bypass passage is joined to the entrance (6) after the entrance end of the second passenger passage (15) merges.
9. The rapid transit system station structure of claim 8, wherein the overrun tunnel comprises a first overrun arc segment (31), a second overrun straight segment (32) and a third overrun arc segment (33) arranged in sequence; the second going straight line segment (32) is arranged in parallel with the second passenger carrying passage (15) and is adjacently arranged, and the arcs of the first going arc segment (31) and the third going arc segment (33) are far away from the second passenger carrying passage (15);
the rearranging channel comprises a first rearranging arc section (51), a second rearranging straight line section (52) and a third rearranging arc section (53) which are sequentially arranged, the second rearranging straight line section (52) is arranged in parallel with the first passenger carrying passage (14) and is arranged adjacently, and the arcs of the first rearranging arc section (51) and the third rearranging arc section (53) are far away from the first passenger carrying passage (14);
the third going-over arc line section (33) outlet end, the second passenger carrying passage (15) outlet end and the first standby arc section (51) inlet end are converged, the first going-over arc line section (31) inlet end and the second passenger carrying passage (15) inlet end are converged, and the third standby arc section (53) outlet end and the first passenger carrying passage (14) inlet end are converged.
10. The rapid transit system station structure of claim 9, wherein the preparation platform is located between the preparation aisle and the first passenger aisle (14).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210945887.6A CN115288499B (en) | 2022-08-08 | 2022-08-08 | Station structure of rapid transit system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210945887.6A CN115288499B (en) | 2022-08-08 | 2022-08-08 | Station structure of rapid transit system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN115288499A CN115288499A (en) | 2022-11-04 |
| CN115288499B true CN115288499B (en) | 2023-06-23 |
Family
ID=83828338
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210945887.6A Active CN115288499B (en) | 2022-08-08 | 2022-08-08 | Station structure of rapid transit system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN115288499B (en) |
Citations (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB264325A (en) * | 1926-01-20 | 1927-01-20 | Walter Reginald Field | Improvements in or relating to the storage of wheeled vehicles |
| EP0388814A2 (en) * | 1989-03-20 | 1990-09-26 | Hitachi, Ltd. | Passenger transport installation |
| JP2001266286A (en) * | 2000-03-22 | 2001-09-28 | Toshiba Corp | Method and system for vehicle traffic |
| EP1507053A2 (en) * | 2003-08-12 | 2005-02-16 | Manchester Cabins Ltd | Modular platform |
| RU2257440C1 (en) * | 2004-11-09 | 2005-07-27 | ЗАО "Московские озонаторы" | Sports center with roofed-in sledding-and-bobsleigh path |
| DE112005002323T5 (en) * | 2004-10-08 | 2008-08-28 | Taejin Park | Level terminal for a track-guided traffic system |
| CN201217767Y (en) * | 2008-06-11 | 2009-04-08 | 上海市政工程设计研究总院 | Plane combination type taxi lane edge |
| CN102002900A (en) * | 2010-10-18 | 2011-04-06 | 邓继悦 | Bus rapid transit system |
| CN104032980A (en) * | 2014-06-24 | 2014-09-10 | 贾永学 | Arrangement way for bus station at crossing and bus transit method |
| CN204299239U (en) * | 2014-12-15 | 2015-04-29 | 哈尔滨市三和佳美科技发展有限公司 | Self-service double-layer parking platform |
| CN107687115A (en) * | 2016-08-04 | 2018-02-13 | 邓继悦 | The bus rapid transit runtime of most simple province |
| CN207453580U (en) * | 2017-11-13 | 2018-06-05 | 珠海华发建筑设计咨询有限公司 | Shape of a hoof ground storehouse entrance structure |
| CN211201283U (en) * | 2019-11-12 | 2020-08-07 | 太原科技大学 | Novel intelligent bus stop |
| CN215322522U (en) * | 2021-07-20 | 2021-12-28 | 中铁二院工程集团有限责任公司 | Platform door foundation installation module unit |
| WO2023071201A1 (en) * | 2021-10-25 | 2023-05-04 | 全焜 | Intelligent parking garage under highway |
| CN116070316A (en) * | 2022-12-30 | 2023-05-05 | 中铁二院工程集团有限责任公司 | Design method for PRT station plane layout |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100472225B1 (en) * | 2002-09-23 | 2005-03-10 | Terminal for Guideway transit system | |
| WO2005098170A2 (en) * | 2004-04-01 | 2005-10-20 | Marvin Blumberg | Parking structure |
| US8915669B1 (en) * | 2013-05-31 | 2014-12-23 | Thomas F. Gustafson | Cross street transit and multimodal multi-level station and pedestrian-oriented interchange |
-
2022
- 2022-08-08 CN CN202210945887.6A patent/CN115288499B/en active Active
Patent Citations (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB264325A (en) * | 1926-01-20 | 1927-01-20 | Walter Reginald Field | Improvements in or relating to the storage of wheeled vehicles |
| EP0388814A2 (en) * | 1989-03-20 | 1990-09-26 | Hitachi, Ltd. | Passenger transport installation |
| JP2001266286A (en) * | 2000-03-22 | 2001-09-28 | Toshiba Corp | Method and system for vehicle traffic |
| EP1507053A2 (en) * | 2003-08-12 | 2005-02-16 | Manchester Cabins Ltd | Modular platform |
| DE112005002323T5 (en) * | 2004-10-08 | 2008-08-28 | Taejin Park | Level terminal for a track-guided traffic system |
| RU2257440C1 (en) * | 2004-11-09 | 2005-07-27 | ЗАО "Московские озонаторы" | Sports center with roofed-in sledding-and-bobsleigh path |
| CN201217767Y (en) * | 2008-06-11 | 2009-04-08 | 上海市政工程设计研究总院 | Plane combination type taxi lane edge |
| CN102002900A (en) * | 2010-10-18 | 2011-04-06 | 邓继悦 | Bus rapid transit system |
| CN104032980A (en) * | 2014-06-24 | 2014-09-10 | 贾永学 | Arrangement way for bus station at crossing and bus transit method |
| CN204299239U (en) * | 2014-12-15 | 2015-04-29 | 哈尔滨市三和佳美科技发展有限公司 | Self-service double-layer parking platform |
| CN107687115A (en) * | 2016-08-04 | 2018-02-13 | 邓继悦 | The bus rapid transit runtime of most simple province |
| CN207453580U (en) * | 2017-11-13 | 2018-06-05 | 珠海华发建筑设计咨询有限公司 | Shape of a hoof ground storehouse entrance structure |
| CN211201283U (en) * | 2019-11-12 | 2020-08-07 | 太原科技大学 | Novel intelligent bus stop |
| CN215322522U (en) * | 2021-07-20 | 2021-12-28 | 中铁二院工程集团有限责任公司 | Platform door foundation installation module unit |
| WO2023071201A1 (en) * | 2021-10-25 | 2023-05-04 | 全焜 | Intelligent parking garage under highway |
| CN116070316A (en) * | 2022-12-30 | 2023-05-05 | 中铁二院工程集团有限责任公司 | Design method for PRT station plane layout |
Non-Patent Citations (2)
| Title |
|---|
| 快速公交中间站设施设计研究;郭钰;宋瑞;;交通运输工程与信息学报(第02期);全文 * |
| 王黎明.中国优秀硕士学位论文全文数据库.(第02期),全文. * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN115288499A (en) | 2022-11-04 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| KR100250021B1 (en) | Personal rapid transit | |
| US7047888B2 (en) | Transit system | |
| JP4689575B2 (en) | Transportation system strengthened to the city center | |
| WO2007059524A2 (en) | A three dimensional transportation system and operation method thereof | |
| JP4795197B2 (en) | Complex transportation system in central Tokyo | |
| KR20060007382A (en) | Station design for personal rapid transport system | |
| JP3364901B2 (en) | How to use the runway | |
| CN115288499B (en) | Station structure of rapid transit system | |
| CN102658822A (en) | Air track traffic system | |
| KR100728093B1 (en) | Flat terminal for guideway transit system | |
| CN211112965U (en) | Three-dimensional traffic bridge | |
| CN112112019B (en) | Mixed trunk straight road network system with right-side and left-side running | |
| KR101193852B1 (en) | Bus terminal for city planning and method thereof | |
| US20050268566A1 (en) | Terminal for guideway transit system | |
| JP2006089969A (en) | Hybrid traffic system for preserving environment of business district | |
| KR102378074B1 (en) | Vertical Switching Personal Rapid Transit Vehicle and Track for Vertical Switching Personal Rapid Transit thereof | |
| RU2774468C1 (en) | Transport system | |
| RU2790453C2 (en) | Multilevel rail transport system of overpass type with different speeds of movement along overpasses at different levels | |
| CN112660163B (en) | Double-track traffic line shared vehicle section wiring form and double-island platform thereof | |
| CN117386197A (en) | Large-scale passenger transport stand structure suitable for under multiple traffic mode conditions | |
| CN106437247A (en) | Gallery type public traffic system and stereo garage thereof | |
| CN116394982A (en) | Double-deck station arrangement structure that overlaps | |
| CN115923849A (en) | Joint station of high-speed railway and ferry | |
| CN115703487A (en) | Four-wire tunnel traffic system | |
| JPH04350272A (en) | Vertical type underground parking yard |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |